Reversing and control mechanism for internal-combustion engines



Aug.; w, 1926@ l P. P. EGURNE ET 'AL REVERSING AND CONTROL MECHANISM FOR N'l-ERNjAL COMBUSTION ENGINES Filed oet. 1, 1925 3 sheeismt 1 Aug., 1? 1926.

F. P. BOLJRNEET AL ANI.) CO'TROL MECHANlSM FOR INTERNAL COMBUSTION ENGINES BEVERSING l, 1923 3 Sheets-Sheet 2 Filed Oct.

jim-gj@ Q P. F. sammm ET AL mavmzsm AND ooa'moL. MECHANISM FOR INTERNAL coMBUsTIoN ENGINES FiledOsc. 1, 1925 lfiatented fitug, il?, i922@ PHILLIPS i6. BURNE, Oli' VTNCHESTE, AND OTTO earner Arein.

NNNENBRUCH, .0F BOSTON, MAS- SACHUSETTS, ASSGNORS TO WR'IHLNGTON PUMP AND MACHINERY CORPORL TION, F NEW YRK, N. Y., 2|.

COREDRATION OF VIRGINIA.

pplcation iled October 1,1923. Serial No. 665,766.

adaptable to the type of liquid fuel injected engine operating on the Diesel principle,l

tliough it isy equally applicable to other types of internal combustion engines,

@ne of the primary objects of the invention is to `provide a, simpleand satisfactory construction by which the fuel injection mechanism will automatically'function on engine reversal in suche way that the engine continues toyoperateunder the same conditions of fuel injection and combustion after reversal in veither direction has been effected. l f

A. further feature 'residesin automatically adjusting thejtiming of the fuel injection to correspond` to the predetermined direction of rotation byjpro/viding aseries of fuel eccentrics mounted one single integral sleeve havinga limitedretary n'iovement onr the crank/shaft, of tlo'engine and operated by a' device provi ing lost motion on reversal.-

l/Vith the above features in mind a preferred formv ofthe invention has been illustrated in the accompanying drawings, in whicht Figure l is a side elevation, partly in section, of an engine embodying the present invention;

Figure 2 is a top plan view of the control mechanism' portion of the engine;

Figure 3 is an end elevation, partly in section, and showing the control gear Figure t is a sectional view on the lines 4-4of Figs. 3 and 6.

titi? Figure 5 is a sectional View on the line .55 of e;

Figure 6 is a sectional View on the line (56 of Fig. l; and

' Figure 7 is a sectional view showing the starting air valve actuating mechanism.

Referring to the drawings, the engine is off-the usual type comprising the four cylinders 10, 11, 12 13, connected in the customary manne th the crank shaft 14, yhe end of wit" evterded as at 15 ant has 'secured i 11i the hub o indicated at i3 a is more especially Sliding onto .the end 15 of the crank shaft '14: is a sleeve 19 having the eccentrics 20, 21, 22 and 23. This sleeve carries, on the end adjacent the hub of the gear 17, a lug 24 which engages with either face of the secfor 18 formed by cutting away a portion of the hub of the'gear 17 so that as the crank shaft 14 changes direction of rotation the sleeve 19 automatically moves to one or the other of its extreme positions. The ec centric straps 25 carrying rollers 26 and controlled links 27 connecting them with the shaft or stud 28 Work on the said eccentrico 20 to 28. inclusive, and thus the plunger stems 29 of the fuel injectors are actuated on movement of the crank shaft 14k and, as

soon as the engine is reversed, automatictiming is accomplished by reason of the lost motion connection formed by the sector 18 and the lug 24.

The air starting mechanism includes the air manifold 30, from which. the supply of air to the respective cylinders through pipes 71 is controlled by the air valves 31, one for each cylinder, actuated through the medium of the rocker arms 32 oscillating on the shaft 33 and maintained under ten sion by springs 34, each arm 32having a roller 35 for engagement with the cam sleeve 36 whichhas integral therewith series of 'ahead and astern cams; and said cam sleeve 36 is mounted with a sliding fit on the lay shaft 37 and is keyed for" rotation therewith by the key 38. The la shaft 37 is supported in bushings at one side, has a shroud 40 to prevent endwise movement; a gear 4-1 keyed to the lay shaft as at 42 meshes with the vgear 17 on the crank shaft and is driven thereby.

For controlling and reversing the engine, the cam sleeve, 36 is lengaged by the forked shifting member 43 which is pinned at 4:4 to the shaft 45 supported in bosses 46. One end `of the shaft 45 carries a bell crank lever 47, one arm 48 of which is connected with the master air valve, not shown, which controls the'supply of air from pipe 72 to the manifold 30, while the other arm 49 is connected by a link 50 with the lower end 51 of the air reverse .lever 52 pivcted at 53 to move-.on a que fie; thus, by moving the reverse l., .-155 master roe ` is cut oli and the engine stopped, the starb air 'valve is actuated and, also, the cam sleeve 36 is moved to position the cams for actuation of the air starting valves for ahead or astern runningcdirection of the engine.

The engine shown is a solid injection engine, and it will be understood that the air supplied to manifold il() through pipe 72, and from manifold Si) to the engine cylinders through pipes 7l, is only for starting the engine in either direction, this starting air being admitted to and cutotl from manifold 30 by a hand valve (not shown), and its admission controlled by the master air valve (not shown) operated by lever 52, as above described, this starting air thus being admitted to the cylinders only unt-il the engine is started and tiring on fuel, the admission of which is controlled by lever 55. The reversal operation, therefore, as usual in such engines, is that the fuel ing air is then admitted to pipe 72 by opening` the hand valve, the lever 52 is then operatori to open the master air valve for the admission of starting air to manifold 3U, and to shift the cam sleeve 3G longi tudinally on shaft 37 to' shift the cams for .the reverse operation of the engine. After thus starting the engine, the lever 55 is operated to admit fuel, and on tiring the air is cuty ott from pipe 72 by hand valve (not shown) and the normal operation of the engine is resumed.

The engine is governed, and the fuel controlled, by a fuel control lever 55 which also is pivoted at 53, the same as the air reversinglever 52, and Works on the quad rant 5ft. r)The lower end of the fuel control lever 55 is provided with an extension 56 which haspivoted thereto at 57 a i'loating bell crank lever 58, one side of which is connected by means or" the link 59 to the arm 60 for moving` the fuel control sha-ft (il, while the other side of the floating lever 58 is connected to an adjustable link 62 `which connects with the Crank arm 63 on the end of the shaft 64 which has pinned thereto at 65 the forked member 66 engeging with the annulus 67 in the slidable elem ment 88 controlled by the v Weights 69 through the medium of the arm 70.

The pump control shown'forms no part of the present invention, and any other suitable control may he used. As shown, the fuel control shaft 6l is mounted eccentrically so that its rotation raises or lowers,

'and thus shifts, the fulcrums of the levers l, the other ends of which are .connected tothe pump plunger actuators 29, so that 4the levers'l are rocked by the plungers et. each movement, and thus through rods 2, engagingthe valve stems 3, open the suction valves of the' pump, during the discharge strolze, at points determined by theieaese position of the controlshaft 6l, and thus by-pass a portion of the oil under governor control.

t will be seen from this construction that the speed control is effected through -t'nel injection as the luel control lever is moved towards its no fuel position.

It will be understood that the invention is not limited to the specific construction or arrangement of parts illustrated, but that many modifications may be made While retaining the invention defined by the claims.

life claim:

l. ln an internal combustion engine, the combination with a plurality 'of Working cylinders and their pistons and the crank shaft driven thereby, ot' fuel injectors, a cil'q cumfeientially movable sleeve mounted on said shaft, eceentric's Carried by said sleeve arrangedito actuate the fuel injectors, and. means arranged to provide a limited -lost motion of the sleeve for automatically continuing the operation of the engine after reversal under ihe same conditions of fuel injection and combustion.

2. ln an internal combustion engine, 'the combination `with a plurality of Working cylinders and their pistons and the crank shaft driven thereby, of fuel injectors, e. circumferentially movable sleeve mounted on said shaft, ecccntrics carried by said sleeve arranged to actuate the fuel injectors, and a sector and lug associated with said shaft and sleeve and arranged to co-operate with each other to provide a limited lost motion of the sleeve for automatically' continuing 'l the operation'of the engine after reversal under the same conditions of fuel injection and combustion.

3. ln an internal combustion engine, the combination with plurality of working cylinders and their pistons andy the crank shaft driven. thereby, ol fuel injectors, a cireumferentially movable sleeve mounted on said shaft, eccentries carried by said sleeve 4arranged to actuate the `fnel'injectors, means arranged te provide a limited lost motion the operation of the engine after reversal under the same conditions et' fuel injection ,and combustion, air starting mechanism inof the sleeve for automatically continuing' ml sleeve on said lay shaft anddriven thereby, :mid sleeve carrying air valve actuators and being movable axially to ybring different combinations ol' actuators into cooperation with the air valves for starting and reversing. l

Al. in :in internal combustion engine, the romhimiiion with a plurality of Working rylimlere and their pistone` and the crank fnl'mjft driven thereby` ol 'Fuel injectore, a oirrumf't-uentially movable sleeve mounted on :mid shaft, eccentrica carried by Said Sleeve arranged to actuate the fuel injectors, a sector and' lug associated with said sleeve and shaft and arranged to CO-OperateWith each other to provide a limited 'lost motion of the sleeve for automatically continuing the oper-- we have hereunto 

